The great equalizer

By David Booth, Canwest News Service

Originally published: May 20, 2010

SMALL

MEDIUM

LARGE

Nanaimo, B.C.: The shape is new, the interior completely redesigned and both engines are thoroughly revised, yet my recommendation if you’re shopping Infiniti’s top-of-the-range sedan, the M series, is still the same as it was way back in 2003 when Nissan Canada first launched its luxury sport sedan: If you like your sedans sporty, buy the supposedly lesser M37 V6 version rather than the flashier and much more powerful M56.

That’s not to say I’m not wowed by Infiniti’s new 5.6-litre V8. After having spent a week in BMW’s colossal TwinPower 4.4L V8, not many engines, especially those in — by luxury segment standards — mid-priced models, could impress. But Infiniti’s new 5.6L V8 boasts 420 horses (actually 20 more than in that formidable Bimmer) and 417 pound-feet of torque (33 less than said BMW), both exemplary numbers that have the M56 running like the proverbial scalded cat when you plant your foot into it. Not only that, but its comportment, even under duress, is exemplary — all sweetness and light when revving and smooth, buttery shifts from the seven-speed transmission. And, just when you thought things couldn’t get better, Infiniti says the new M56 achieves significantly better fuel economy (1.4 fewer litres per 100 kilometres on the highway, for instance) than the significantly less powerful M45 it replaces.

So, with all these performance superlatives being bandied about, why would I be recommending the V6-powered M37, which boasts but 330 measly Shetlands and an even more diminished 270 lb-ft of torque?

It all comes down to weight, or, more accurately, weight distribution.

Although that big V8 adds only 77 kilograms to the M’s curb weight, nearly all that avoirdupois is over the front wheels, which makes the 56 version of the M feel quite front- heavy. Flung into curves, the M56 does not roll very much, nor does it lack for grip. But it feels like a typical big luxury sedan willing to play along, and it’s just as happy if you moderate the pace a bit.

The M37, by contrast, feels as well balanced as a much smaller sports coupe, the steering being light and perfectly neutral. And, unlike the 56, the smaller M actually seems to welcome the hooligan, encouraging lowly scofflaws such as Yours Truly to clip apexes and melt tires. Even in its all-wheel-drive X guise, the M37 is perhaps the finest-handling big Japanese sedan on the market today and equal to many of its German competitors. In even better news to those tight of wallet, the M37 handles very well, thank you very much, without its optional Sport package and its bigger, lower-profile tires. Vancouver Island’s Highway 19 out of Eucluelet was not only twisty but very bumpy and the base car’s taller-profile P245/50R18 all-season radials swallowed them up quite nicely.

Of course, those not looking for a backroad bandit may well opt for the 56.

It does not handle badly and, as is becoming more popular in the luxury sedan segment, it is available in all-wheel-drive guise, another advantage the new V8 version of the M has over its predecessor. In the end, the choice between the 37 and the 56 comes down to a choice between a monster motor and balanced handling. Considering how finely the M37 carves corners, I’ll make do with a little less horsepower. The decision is made easier by the fact that the new V6 actually has more horsepower than the previous-generation’s top-of-the-line V8.

Performance aside, the M has much to recommend it. The styling, for instance, is far removed from the somnolence of the previous generation’s. I may be in the minority, but I see hints of the Maserati Quattroporte in its lines and there’s more than just a little familial resemblance to Infiniti’s Bionic Cheetah, the FX50. It may not be to everyone’s taste, but at least it won’t blend into the background as the previous version did.

Inside, the M is also far more appealing than before, the wood and leather trim much more becoming a premium sedan than the sometimes plasticky interior of the original. Another differentiator, at least compared with its Teutonic competition, is that there are far more buttons and switches on the dashboard. Some might complain of too diverse an array of buttonry, but I found it more easily fathomed than endless scrolling through submenus.

The Infiniti isn’t without its complications, however. In the interest of safety, there are all manner of bleating safety nannies aboard — lane departure warnings, something called Active Trace Control and a blind spot warning system. The problem, of course, is that all that beeping can be very annoying, especially since it isn’t always immediately obvious which faux pas you’re committing. Thankfully, there’s a single button to shut them all down.

And, in something of a surprise, I found myself liking the Infiniti’s audio system. I say surprise because the M’s stereo is made by Bose, whose automotive systems have not always lived up to their reputation. In this case, the Infiniti’s 16 speakers and 5.1 Surround Sound technology work well together. The sound is both powerful (a common attribute for Bose systems) and balanced (a far less frequent compliment). I also quite like Infiniti’s navigation system, which still has the best visual display in the business.

Many have tried to copy the company’s bird’s- eye view display, but none have matched the Infiniti’s easily deciphered graphics.

The company may have overdone it in the marketing department with what it is calling a Forest Air climate control system. It is supposed to have a “breeze” function, ostensibly to emulate the cool, calming flow of a breeze.

I noticed no difference from any other air-con system, so this seems like a case of marketing hype when none is needed.

What is justified is that Infiniti is taking a bigger swing at its German competitors. The original M had most of the performance but none of the panache required to woo the faithful out of their Teutonic sedans. The M, especially in its 37X guise, is a far more concerted effort. That the M starts at $52,400 and costs but $54,900 in its 37X AWD guise just makes the deal all the more enticing.